Automatic railway-alarm.



No. 743,222. 7 PATENTED NOV. 3, 1908.

H. E.. BARTLETT. AUTOMATIC RAILWAY ALARM.

APPLIOATIONYPILED JAN. 13, 1903.

2 SHEETS-SHEET 1.

N0 MODEL.

roumo summon n c No. 743,222. PATENTED NOV. 3, 1903.

' H. E. BARTLETT.

AUTOMATIC RAILWAY ALARM.

2 SHEETS-SHBET 2.

APPLICATION I'ILBD JAN. 13, 1903.

N0 MODEL.

Inufeh or' E QM ELM e5 3e 5 WW;

iii). 743,222.

UNITED STATES HENRY E. BARTLETT, oF CHICAGO, ILLINO'lS, AssIeNoR oF ONE-HALF TO FREDERICK W; FRANCE, oF oIII'oAeo, ILLINoIs.

AUTQMATIC RAILWAY-ALARM.

.BPEGZFICATIQN forming part of Letters Patent No. 743,222, dated member 3, 1905.

I Application filed January 13, 1803. Serial No. 138,895. (No model.)

To all whmn it may concern.-

Be it known that I, HENRY E. BARTLETT, a citizen of the United States, residing at Ohicago, in the county of Cook and State of Illinois, have invented a certain new and useful Improvement in Automatic Railway-Alarms, of which the following is a specification.

The objects of the invention are to construct a railway-alarm the motive force for 16 actuating which is fluid-pressure generated from the passage of trains over the track, which pressure is transmitted to a fluid-pressure cylinder the piston of which by its reciprocating movement actuates the alarm, which I 5 is located at the crossing or other place where necessary or desired; to enable the passage of the train to automatically actuate a pump for producing fluid-pressure, such as compressed air, and to automatically admit and release 20 the fluid-pressure to the fluid-pressure cylinder to sound the'alarm before the train reaches the crossing and after the train passes the crossing; to improve the construction and arrangement by which the pressure is trans- 2 5 mitted to the cylinder and is released therefrom for sounding the alarm; to improve the connection between the piston of the fluidpressure cylinder and the bell of the alarm, and to improve generally the construction 0 and operation of the several appliances or devices which enter into the construction of the alarm apparatus as a whole.

The inventionconsists in the features of construction and combination of parts here- 5 inafter described and claimed.

In the drawings, Figure l is a top or plan view of a railway-track, showing an arrangement of the mechanism of the invention for compressing air and transmitting the com- 40 pressed air to sound the alarm, the rails of the track being broken out, as is also the supply- Iliatented November 3, 1903*.

ing a track-rail in cross-section; Fig. 5, a sectional elevation showing the fluid-pressure cylinder,the piston therein, the piston-rod, and the connection for admitting fluid-pressure to the opposite sides of the piston and for sounding the alarm-bell; Fig. 6, a detail in section, showing the reciprocating valve controlling theadmission and venting of the fluid pressure into and out from the cylinder; Fig. '7, a top or plan view of the fluid-pressure 6o cylinder; Fig. 8, a top or plan view of the star-wheel and hammers or strikers actuated .from the star-wheel to sound the alarm-bell; Fig. 9, a detail in elevation with the trackrail in cross-section, showing the trip-arm, rock-shaft, and wheel for admitting the pressure to the cylinder of the alarm mechanism; Fig. 10, a side elevation of the trip-arm shown in Fig. 9; Fig. 11, a detail in elevation of the sleeve or socket cooperating with the triparm; Fig. 12, a detail, partly in section, showing a face View of the wheel on the rock-shaft and the cylinder and piston controlling the return of the wheel; Fig. 13, an end view of ,thecylinder of Fig. 12; Fig. 1 1, a side elevation of the cylinder of Fig. 12 with the supplemental cylinder for controlling the opening and closing head of the cylinder in section; Fig. 15, a detail in section, showing the valve controlling the flow of fluid-pressure from the storage-tank to the cylinder of the alarm mechanism; and Fig. 16, a side elevation of the depressible bar or rail for closing the valve between the storage-tank for the fluid-pressure and the cylinder of the alarm mechanism.

The pump for creating fluid-pressure in the form preferably of compressd air is located adjacent to one of the track-rails and at the requisite distance away from the crossing for 0 which the alarm is to be sounded or given to enable the pressure as itis released froma storage cylinder or tank to now from the cylinder or tank to the cylinder of the alarm mechanism to give or sound the alarm. The 5 pump is constructed of a cylinder A, having a closed bottom and an open top, forming an open-ended chamber a therein. A pair of standards or uprights A, located opposite each other and in the central line of the cyl- I00 inder, extend up from the cylinder, and these cylinders or uprights are connected one with the other by a cross-piece A and each standard or upright has on its inner face a guiderib a, extending from the cross-piece to the top of the standard or upright. A head or plunger 13 is located between the standards or uprights and has in each end a groove 1) to receive the guide-ribs a, supporting the head or plunger, so as to be free to rise and fall, and the upper face 13 of the head or plunger is on the arc of a circle which starts when the head or plunger is raised and in normal position at the upper line of the standards or uprights in the construction shown, presentinga curved face over which the wheels of the train can easily pass. A stem or rod b extends from the head or plunger B and passes through the cross-bar A and carries a piston -disk B which is located and operates in the chamber at of the pump-cylinder, and between the crossbar A and the under face of the head or plunger,around the stem b,is a coil-spring biwhich operates to return the head or plunger to its raised or normal position after each depression. The bottom of the pump-cylinder Ahas therein an opening 0, which is closed when the piston descends by a cover or disk valve 0, which cover or valve when the piston returns to its raised position opens to allow air to pass through the opening 0 into the chamber a to be compressed in the chamber with the descent of the piston B during which descent the cover or disk valve C is closed, making a closed bottom for the pumpcylinder. The cover or disk valve 0 when closed lies in a countersink or depression in the inner face of the bottom of the cylinder, and below the depression is a circumferential flange c, with which hooks 0 depending from the under face of the cover or disk valve, engage, limiting the opening of the cover or disk valve for admit-ting air and also preventing the cover or disk valve from being carried'out of position by the upward movement of the piston.

A cylinder D is located below the bottom of the pumpcylinder A, and the opening 0 connects with the interior of the cylinder D, which cylinder in the construction shown at one end thereof has a port or opening d, through which outside air can flow into the chamber of the cylinder D to pass through the opening 0 when the cover or disk valve is raised and into the chamber a of the pumpcylinder, charging such chamber with air to be compressed by the descent of the piston. The cylinder D has therein a rod or stem E, on the end of which, adjacent to the port or opening d, is a cutoff e, and the opposite end of the rod or stem E has fixed thereto a disk e, between which and a disk. cl is a coiled spring (2 by means of which the amount of pressure required to move the cut-off e and close the port d or to inwardlypass such port is regulated as may be desired. The force exerted by the coil-spring is regulated in the construction shown by ,a threaded stem d passing through the end wall of the cylinder D and carrying the disk d, so that by advancing and receding the threaded stem the disk will be advanced or receded to increase or decrease, the force exerted by the spring 6 to govern the movement of the cut-off. A storage reservoir or tank F of the requisite capacity for storing the compressed air is located in proximity to the pump and is in communication with the compression-chamber a of the pump-cylinder by a pipe f, having therein a check-valve f and is also in communication with the cylinderD forward of the cut-off e by a pipe f, which pipe when the compressed air in the storage reservior or tank reaches a point for the limit of pressure, as indicated by the gage f on the reservoir or tank, and passes such point allows the excess of pressure to enter the cylinder D and force the cut-off inwardly to close the port d and shut off the admission of outside air to the compression-chamber of the pump, and if the excess is too great the pressure passing through the pipe f will move the cut-off e a suflicient distance to open the ports (I- for escaping the excess of pressure, and with the return of the pressure in the storage reservoir or tank to its limit the spring 6 acts and returns the cut-off, so as to close the port or opening (Z against the admission of air, and with the reduction of the pressure in the storage reservoir or tank below the limit the spring 6 acts and returns the cut-off, so as to open the port (Z to again admitair into the chamber of the cylinder D to pass into the compressionchamber.

A pipe G leads from the storage reservoir or tank to a fluid-transmitting head or pipe II, which pipe at opposite ends thereof has a pipe 7t and a pipe it, both leading into a fluidpressure cylinder I at opposite ends of the said cylinder. The fluid-pressure cylinder I has located and operating therein a piston i, extending from which is a piston rod or stem 1, the lower portion or half of which is square lCO IlO

in cross-section and passes through a square I opening 2" in the cap or cover I of the cylinder, which prevents any rotation or turning of the piston in traversing the cylinder and gives a direct line of movement for the piston rod or stem. The upper end or half of the piston rod or stem has on its exterior face a worm screw or thread i for a purpose hereinafter stated. A sliding valve J is located between the supply head or tube H and the fluid-pressure cylinder I, the opposite ends of the valve passing through the tubes h and h, and each end of the valve J has therein a straight port j and a curved port j, so arranged that when the straight port j is in line with the passage of the tube h fluid-pressure can flow from the supply head or tube H into the cylinder I, below the piston 1' in said cylinder, and at the same time the curved port j at one end is in communication with the passage of the tube h andat its other end is open to the atmosphere; so that pressure above the piston 2' in the cylinder I will vent to the atmosphere. The reverse operation takes place when the valve J is moved to bring the port 7' at the upper end in communication with the passage of the tube h and the portj and at the lower end in communication with the passage of the tube h, in which condition fluid-pressure flows from the head or tube H through the pipe h into the chamber of the cylinder 1, above the piston c' in said cylinder, and fluid-pressure is exhausted or educted from the cylinder I below the piston 1; through the tube h and the vent passage or port j to the atmosphere. The valve J, as shown, at each end thereof is provided with a stop 7' to limit the movement of the valve in either direction by the stop contacting, respectively, with the tubes h and h as. the valve is moved downward and backward. The

A valve is reciprocated or moved downward or backward coincident with the reciprocation of the piston v in the cylinder I, for which purpose a rod i connects the valve with the piston rod or stem 1, so that with the upward movement of the piston t the valve J will be elevated and with the downward movement of the piston 2' the valve J will be depressed, thus alternately venting pressure from below and above the piston i of the fluid-pressure cylinder.

A sleeve K has attached to its upper end a bell is and has on its interior a worm or screwthread coinciding with the Worm or screwthread 01 so that with the upward movement of the piston rod or stem I the sleeve will be revolved in one direction, carrying with it the bell, and with the downward movement of the piston rod or stem I the sleeve will be revolved in the opposite di1ection,carrying with it the bell, giving the bell a rotation in both directions. A disk or wheel L is fixed on the sleeve K, and the periphery of this disk or wheel is provided with a series of points or teeth Z, making the disk or wheel in effect a star-wheel. The points or teeth Z as the wheel revolves forward and backward with the forward and backward turning of the sleeve K strike against spring-arms Z, each arm having at its upper or free end a head or hammer l and the pressure of the points or teeth against the spring-arms forces the arms outwardly, so that as a tooth passes an arm the resiliency thereof throws the spring-arm back for the head or hammer to strike and ring the bell, and inasmuch as the spring-arms are each in succession actuated by the wheel the result will be an almost continuous ringing of the alarm-bell, making a very forcible and pronounced alarm, and this ringing of the bell will continue during the period occupied by the piston 'L' in making its ascent and descent within the pressure cylinder. The springarms are fixedly attached to the head m of a casin g M,supportedon an upright or standard M, the lower end of which enters the ground or is otherwise held in position, in which casing is located the supply header tube, the contro1ling-valve,and the fluid-pressure cylinder, by which the sleeve K is revolved, and, as shown, the sleeve K is held against endwise movement and so as to be free to revolve by a retaining-ring m, attached to the head m, with its inner edge entered into a circumferential groove or recess m around the sleeve, or the sleeve could be held against endwise movement and so as to be revolved freely in any suitable manner.

The pipe G has located therein, preferably at a point adjacent to the fluid-pressure cylinder and its support, a valve G,which passes through a plug g in the pipe G, which plug has thcrethrough a port or passage-way g, with which a port 9 of the valve G can be brought into communication for the pressure when the port g is in line with the passageway g to flow from the storage reservoir or tank to the fluid-pressure cylinder, and when the port 9 is closed the flow or pressure between the storage-tank and the fluid-pressure cylinder is shut off. The fluid-pressure-controlling valve G has on its end a disk G formed, as shown, of an upper section g and a lower section gflthe section 9 being of a less diameter than the section g and for returning the valve to its closed position a tensionspring g is attached at one end to the disk g 'and at its other end to an arm 9 fixed on the pipe G in the arrangement shown, so that when the disk is turned tension will be brought on the spring. The controlling-valve G is to be opened to allow pressure to flow from the storage reservoir or tank to the fluidpressure cylinder and sound the alarm before the train reaches the crossing-station or other place at which the alarm is located, and such opening of the valve is to be attained by means of the train in its passage toward the crossing. This opening of the valve is by means of a triparm N, which normally stands upright or vertical, with its upper end projecting above the rail of the track, as shown in Fig. 9, and, as shown, the upper end of the trip-arm has mounted therein a roller n for contacting with the tread of the wheels as the train passes over the track. The triparm at its lower end on one side has a noseor projection n, forming a stop, and the lower end of the trip-arm is entered in a space between two collars o, forming an open-spaced sleeve or socket O and having projecting in line with the opening between the two collars or rings a'nose or tongue o,which is engaged by the nose at of the trip-arm, so that with a forward and downward movement of the trip-arm the sleeve or socket will be rocked or turned partially, and with the movement of the trip-arm on its return to its upright or normal position the sleeve or socket will be rocked or turned in the opposite direction.

The trip-arm is held against being thrown backward and out of position for the contact of the tread of the wheels with its upper end bya spring P, formed, as shown, of side bars 19 and a cross-bar p, which engages the triparm, and a coil 19 for each side bar, each coil connected with a collar or ring of the sleeve or socket, so that the cross-bar 1) will serve to hold the trip-arm on its return movement from swinging backward and downward out of position, and the spring also allows the trip-arm to be swung backward and downward with the train running away from the crossing without operating the sleeve or collar as the nose n turns away from the nose or tongue 0, leaving the sleeve or socket unaf fected by the throw of the trip-arm in a backward and downward direction.

The sleeve or socket O is attached by setscrews 0 to a rock-shaft Q, so that the turning of the sleeve or socket from the forward and downward throw of the trip hammer rocks the shaft Q in the direction of movement of the sleeve or socket and against the tension of a spring q, one end of which is fixedly connected with the rock-shaft and the other end to a fixed support, which may be a tie of the trackway, which spring serves to return the rock-shaft to its normal position after the pressure on the trip-arm is removed, such return of the rock-shaft to a normal position returning the sleeve or socket therewith. The outer end of the rock-shaft Q has fixed thereon a wheel or disk R, the periphery of which, as shown, is grooved and has therein the end of a cord or rope r, the end of the cord or rope being fixedly secured to the wheel or disk, and this cord or rope 1' extends forwardly, and its opposite end is fixedly attached to the upper section g of the wheel or disk 9 so that with the turning of the wheel or disk R in a forward direction the rope or cord will be drawn thereover and will turn the wheel or disk G to turn the valve G for the port 9 of the valve to come in line with the passage 9 of the plug 9 and open communication between the storage reservoir or tank and the fluid-pressure cylinder, allowing the fluid-pressure to enter the cylinder and move the piston 2' therein and sound the alarm-bell, as already described. The wheel or disk R is to be held against a too rapid return after the train has passed the triparm, and for this purpose a cylinder S is provided. This cylinder S is open at one end and is closed at the opposite end by a movable cover or cap S, which is free to open with the advance of the piston in the direction of the cap or cover, but which will on the return movement of the piston of the cylinder S be quickly closed, shutting off the admission of air into the cylinder at the closed end thereof except a limited supply, which enters through a supply-cock s in the cap or cover. The piston s of thecylinder S is pivotally connected by an ear 5 with a rod or stem S the other end of which rod or stem is pivotally connected to an ear r on the disk or wheel R, so that the return movement of the piston s will control the return movement of the disk or wheel. The cap or cover S has on opposite sides thereof an ear S and to each ear is attached the end of a rod or stem S, on the end of which is a disk 3 which moves in a chamber of a tube or cylinder S and between the disk 5 and the end wall of the tube or cylinder S is a coil-spring .9 which springs act to quickly close the cap or cover at the terminal of the forward movement of the piston s from the advance of the disk or wheel B through the downward throw of the trip-arm, and with the cap or cover closed air can only enter the cylinder S through the valve 8, giving a slow return for the piston s and a corresponding slow return for the wheel or disk R, and at the same time the cap or cover is free. to open with the advance of the pistons, permitting a free escape of air from the cylinder Sand preventing air in the cylinder S between the piston s and the cap or cover from interfering with the turning of the wheel R from the action of the trip-arm.

The valve G is to be turned to shut off the flow of pressure from the storage reservoir or tank to the fluid-pressure cylinder as the train reaches and passes the crossing, and for this purpose in the arrangement shown a depressible bar or rail T is located adjacent to the track-rail at the alarm for the crossing. This depressible bar or rail T is carried by swinging links T, so that the bar or rail is free to rise and fall. The bar or rail at each end thereof in the construction shown, has an inclined face If and at one end of the bar or rail is attached the end of a rope or cord 25, which rope or cord runs around guidewheels t and its other end is attached to the periphery of the section g of the wheel or disk G of the controlling-valve. The bar or rail T is depressed by the flange of the wheel running thereover and is returned to the normal position by a coil-spring 79, one end of which is attached to the bar or rail and the other end of which is attached to afixed support, which may be a tie of the trackway. The depression of the bar or rail, as the wheels run thereover, carries the bar or rail downward and forward in a direction to draw on the cord or rope and have the draw of the cord or rope give a reverse turning to the wheel or disk G from that given to the wheel or disk by the draw of the cord or rope r, and

such reverse turning of the wheel or disk turns the valve G to close the port g thereof against the passage 9, shutting off the flow of fluid-pressure from the storage tank or reservoir to the fluid-pressure cylinder, which closing of the valve occurs as the train reaches and passes the crossing, and until such closing of the valve G the alarm will continue to be sounded.

The operation is as follows: After the storage reservoir or tank has been charged with compressed air by operating the pump either by hand or otherwise the requisite pressure will be maintained in the reservoir or tank from the passage of trains over the track, so that the flange of the wheels will operate the head or plunger and cause the pumpto force compressed air into the storage reservoir or tank. The downward throw in a forward direction of the trip-arm N rocks the shaft Q and turns the disk or wheel Rfor the rope or cable 7 to turn the wheel G and open the valve in the pipe G, allowing fluidpressure to flow from the storage-tank into the supply head or tube H to actuate the piston in the cylinder I and sound the alarm. The piston when down is raised by the inflowing pressure, which enters the chamber of the cylinder I below the piston through the tube It, and for admitting pressure through the tube h the controlling slide-valve J is in position for pressure to flow through the lower port j of the valve and enter the cylinder I, while the pressure above the cylinder vents or exhausts through the curved passage or port j, the valve J being in the position shown in Fig. 6. The upward movement of the piston i carries with it the piston rod or stem 1 and through the action of the worms or screws 2' and 70 rotates the sleeve K and with itthe wheel L, and the rotation of the wheel through the engagement of the points or teethl thereof with the spring-arms of the hammers or strikers causes the alarm to be sounded. The alarm will continue to sound from the time. the train reaches and passes the trip-arm N and until the train reaches and passes over the depre'ssible bar or rail T, the depression of which through the cord 25 reverses the rotation of the wheel or disk G and closes the valve in the pipe G, shutting off the flow of pressure from the reservoir or tank to the fluid-pressure cylinder I, which operates the mechanism to sound the alarm. The alarm will be sounded on the return movement of the piston i, and on the return movement of the piston t' the controlling slide valve J is reversed as to its relation with the tubes h and It, so that the infiowing pressure will pass through the port j and the tube h above the piston, and the pressure below the piston will be vented or exhausted through the tube It and port j, allowing the piston to be forced down for the receding movement of the piston rod or stem through the worms or screws. 1' and k to give a reverse rotation to the, sleeve K and the wheel L for the points of the wheel to engage the spring strikers or hammers and sound the alarm.

The head or plunger for the pump, the trip-1 arm, and the depressible bar or rail are 10-; cated in the construction shown in proximity to the track-rail and outside of the rail, and the track-rails U are supported upon ties 13,; as usual for railway-trackways. A trip-arm and a controlling-cylinder for giving a slow return to the wheel or disk R and a wheel or disk R on a rock-shaft and actuated from the trip-arm and having a cord or cable running to the disk or wheel of the controlling-valve G are located on each side of the crossing in the construction and arrangement shown. The pump and the trip-arm for releasing the air to flow from the storage-tank to the fluidpressure cylinder by which the alarm mechanism is actuated are to be located a suflicient distance from the crossing to sound the alarm and give a warning of the approaching train before the train reaches the crossing, and after the train reaches and passes the crossing the pressure flowing into the actuating-cylinder of the alarm mechanism is shut off, stopping the sounding of the alarm. It will thus be seen that both the sounding of the alarm and the stoppage are controlled automatically by the passage of the train over the track, making the operation of the alarm dependent on the passage of trains over the trackway.

The depressible bar or rail T is not an absolute necessity, but is useful in making a quick closing of the controlling -valve be tween the storage-tank for the compressed air and the fluid-pressure cylinder for actuating the alarm-bell mechanism when the train passes the crossing, station, or other place where the signal is located. The valve will be closed by the action of the spring 9 of the valve wheel or disk G and this spring alone is all that is required or necessary for closing the valve after a train has reached or passed the crossing, the spring being drawn under tension in opening the valve and the tension acting to close the valve with the return of the trip-arm to normal position after the train has passed the trip-arm, a too rapid closing being prevented by the retarding-cylinder of the wheel for operating the valve cable or cord. The uprights or standards A in the arrangement shown me attached to theweb of the rail U by bolts a, which pass through a filling-block V, the web of the rail, and a stiifening -plate 1), so as to allow the pump-actuating head or plunger to move with the rail.

While I have described the various constructions and arrangements of devices withmore or less detail, I do not intend thereby to limit myself to the precise construction and arrangement shown and described, as it is the intention to make such changes as circumstances may require and render necessary.

What I regard as new, and desire to secure by Letters Patent, is

1 In an automatic railway alarm-signal, the combination of a compression-pump having its piston or plunger actuated from the passage of a train over the track, a storage tank or reservoir connected with and receiving and storing pressure from the pump, a valve regulating the flow of air into the pump and automatically closed by an excess of pressure in the storage-reservoir, a pressuredischarge pipe connected with the storage tank or reservoir and having therein a controlling-valve,means actuated from the passage of the train over the track to open the controlling-valve of the pressure-discharge pipe, a supply-head connected with the pressure-supply pipe, a power-cylinder connected at each end with the pressure-supply head, a

slide valve controlling the induction and eduction of pressure into and out from opposite ends of the power-cylinder, a piston in the power-cylinder, a piston-rod and an alarm mechanism actuated from the reciprocating movements of the piston-rod to sound the alarm, substantially as described.

2. In an automatic railway alarm-signal, the combination of acompression-pump having its piston or plunger actuated from the passage of a train over the track, a storage tank or reservoir connected with and receiving and storing pressure from the pump, a valve regulating the flow of air into the pump and automatically closed by an excess of pressure in the storage-reservoir, a pressure-discharge pipe connected with the storage tank or reservoir and having therein a controlling valve, a Wheel on the valve, a trip-arm actuated from the passage of the train over the track, a connection between the trip-arm and the Wheel of the valve for the descent of the armtoturnthevalve-Wheeland openthevalve, a supply-head connected with the pressuresupply pipe, a power-cylinder connected at each end with the pressure-supply head, a slide -valve controlling the induction and eduction of pressure into and out from opposite ends of the power-cylinder, a piston in the power-cylinder, a piston-rod and an alarm mechanism actuated from the reciprocating movements of the piston-rod to sound the alarm, substantially as described.

3. In an automatic railway alarm -signal, the combination of a compression-pump having its piston or plunger actuated from the passage of a train over the track, a storage tank or reservoir connected with and receiving and storing the pressure from the pump, a pressure-discharge pipe connecting with the storage tank or reservoir and having therein a controllingvalve, a wheel on the valve, a trip-arm actuated from the passage of the train over the track, a rock -shaft actuated by the descent of the trip-arm, a wheel on the rock-shaft, a cord running from the wheel on the rock-shaft to the wheel of the dischargevalve for the descent of the trip-arm to open the discharge-valve, a supply-head connected with the pressure-supply pipe, a power-cylinder connected at each end with the pressuresupply head, a slide-valve controlling the induction andeduction of pressure into and out from opposite ends of the power-cylinder, a piston in the power-cylinder, a piston-rod,and an alarm mechanism actuated from the reciprocatin g movements of the piston-rod to sound the alarm, substantially as described.

4. In an automatic alarm-sign al, the combination of a fluid-pressure power-cylinder receiving pressure at each end thereof, a slidevalve controlling the induction and eduction of pressure into and out from the opposite end of the power-cylinder, a piston in the powercylinder, a piston-rod connected with the piston and having a straight-line reciprocation and provided on its exterior face with a worm or thread, a sleeve having an interior worm or thread and encircling the worm or thread of the piston-rod, an'alarm-bell carried by the sleeve, a wheel having on its peripherypoints or teeth and carried by the sleeve, and a series of spring strikers or hammers actuated from the revolving of the wheel on the sleeve to strike the bell and sound an alarm, substantially as described.

5. In an automatic railway alarm signal, the combination of a reciprocating rod or stem having a straight-line movement and provided at its outer end with a worm or thread, a sleeve having an interior worm or thread and encircling the worm or thread of the piston rod or stem, an alarm-bell carried by the sleeve, a wheel carried by the sleeve, and a series of spring strikers or hammers actuated from the wheel by the rotation of the sleeve to strike the bell and sound the alarm, substantially as described.

6. In an automatic railway alarm-signal, the combination of a storage tank or reservoir for fluid-pressure, a pressure-discharge pipe connected with the storage tank or reservoir and having therein a controlling-valve, means actuated from the passage of the train over the track to open the controlling-valve of the pressure-discharge pipe,means actuated from the passage of the train over the track to close the controlling valve of the pressure discharge pipe, a power-cylinder receiving into each end thereof fluid-pressure from the pressure-supply pipe, a piston in the power-cylinder, a piston-rod for the piston, and an alarm mechanism actuated from the reciprocating movements of the piston-rod to sound the alarm, substantially as described.

7. In an automatic railway alarm-signal,

' the combination of a storage tank or reservoir for fluid-pressure, a pressure-supply pipe connected with a storage tankor reservoir and having therein a controlling-valve, a wheel for operating the controlling-valve,a trip-arm actuated from the passage of the train over the track and having a connection with the wheel of the controlling-valve of the pressuredischarge pipe, a depressible bar or rail actuated from the passage of the train over the track and having a connection with the Wheel of the controlling-valve of the pressure-supply pipe, a power-cylinder receiving thereinto at each end thereof fluid-pressure from the pressure-supply pipe, a piston in the power- IZC cylinder, a piston-rod for the piston, and an strikers or hammers actuated from the Wheel, 10 alarm mechanism actuated from the reciproand means for revolving the sleeve in both eating movements of the piston-r0d to sound directions and causing the strikers or haulthe alarm, substantially as described. iners to sound an alarm, substantially as de- 5 8. In an automatic railway alarm-signal, scribed.

the combination of a revoluble sleeve, an HENRY E. BARTLETT. alarm-bell carried by the sleeve, a Wheel car- Witnesses: ried by the sleeve and having its periphery OSCAR TV. BOND, provided with points orteeth,aseries of spring SAMUEL V. BANNING. 

